Track switch and controller

ABSTRACT

A switching apparatus for a toy railroad is provided. A housing has a drive compartment and a motor positioned in the drive compartment in the housing. A movable actuating element is positioned entirely within the housing. A drive connection between the motor and the movable actuating element moves the movable actuating element between a first position and a second position. At least a portion of the movable actuating element is positioned in a protective compartment adjacent to said drive compartment to protect the movable actuating element from outside forces. A track switch directs toy trains to a selected one of a plurality of tracks. A connector between the movable actuating element and the track switch moves the movable actuating element between its first and second positions causes movement of the track switch between a first position and a second position.

BACKGROUND OF THE INVENTION

[0001] This present invention relates to a track switch for O gauge andO scale electric model three rail toy trains and, in particular, a trackswitch mechanism utilizing a DC motor.

[0002] Replicating the railroad transportation need of determining, atgiven points, which of two tracks a train will travel on and the methodof diverting the train to a possible branch or side line, model railroadtrack manufacturers have been challenged with modeling reliable systemsas well. An intersection of two lines of track on which a train can bediverted from a main line onto a branch line is known as a “turnout,”also known as a switch. A switch enables the train to be diverted fromthe main line to the branch line. In general, the movable parts of theswitch only need to move a short distance, enough to clear the flangeson the train wheels in order to change the route of the train. Thecrossing of the two rails in the middle of the track turnout is known asa frog.

[0003] Logically, it would follow, that to a certain degree, modelrailroad turnout and switch systems would duplicate railroad train tracksystems. Through various methods of operation, model railroad switches,generally, have utilized two basic concepts, either a turntable style oranother type which implements the use of movable sections of the trackrail often maneuvered by a rod pushing or pulling sliding rails.

[0004] The turntable design is seen in two early actual railroadinventions. U.S. Pat. No. 413,593 utilized a circular table or rotaryswitch for street railway cars in which the direction of the traindepended upon the direction the table was turned. A similar concept isrepresented in U.S. Pat. No. 1,885,366 which discloses a rotating typeturntable. In model railroadry, the turntable style has been minimallyused. The turntable style of switch is more common to toy-like typedesigns, such as the device of U.S. Pat. No. 5,440;996 which canfunction with a “figure eight” type track layout.

[0005] The design considered more prototypical in the model railroadindustry was the design involving movable rails sections. Again, earlyactual railroad designs were utilized in railroad models. The designshown in U.S. Pat. No. 835,845 implemented the use of two rods,connected to a wheel and bell crank system and extending out to twosections of the turnout frog, which could push out the track sections ofthe frog to create a continuous section of track diverted to the sideline and which would pull the same track sections back to position acontinuous section of track on the main line. U.S. Pat. No. 981,495illustrates a practical design of a rail frog which is useful in manyswitch systems in which one or more sections of the frog assembly itselfincluded movable rails. An invention for a toy electric switch,illustrated U.S. Pat. No. 1,671,971, followed this general concept inusing a rod pushing or pulling movable rails and frog. However, onefactor that actual railroad train track system designers did not need toconsider was the presence of a third center rail used in many model toytrain track systems to provide the electrical connection between thetrack and the train itself. The design described by U.S. Pat. No.1,671,971 addressed this feature by allowing a space between the thirdrail sections to prevent unwanted contact with the shoe of the train asit passed over the turnout.

[0006] The slide rail and rod method proved very effective andpractical. Subsequently designed switches concentrated on variousimprovements of the movable slide rails and/or frogs and improvements inthe method of operating the rod to move the slide rails back and forth.An objective of each of the various designs was to produce a reliablyoperating assembly which would accurately direct the train to thecorrect track line while, at the same time, minimizing the risk ofderailment.

[0007] One operating assembly utilizes an actuating solenoid to operatethe connecting rod to the train track slide rails. U.S. Pat. No.2,615,125 depicts the use of an actuating solenoid with crankshaftmembers that operate a cross arm designed to shift the switch trackmembers. One solenoid activated switch, shown in U.S. Pat. No.3,361,906, has a visual means of viewing the activity of the switchcontrolled from a remote location with parts of the switch concealed bythe control board. Another design, shown in U.S. Pat. No. 3,553,667,employs a bar-like solenoid actuator having two actuating coils that areindividually energizable. These and other solenoid activated switches,although a popular solution, have several drawbacks. The solenoidactivated switches produce a loud noise during operation and require asubstantial amount of electric current.

[0008] Another problem associated with the solenoid mechanism is thetendency to “bounce” if the voltage is too high. The moving part of theswitch, the blades, hit the opposite rails so hard that they bounce anddo not properly lock in place. If the blades are not in the properposition, they can cause the train to derail.

[0009] Another type of design uses of a spring to actuate the switchmechanism. As shown, for example, in U.S. Pat. Nos. 4,948,073 and6,244,543, the spring actuator is connected to a link member which movesthe throw bar. One drawback of these designs is that the use of thespring does not provide positive locking. The lack of positive lockingcan cause inexact positioning of the sliding rails of the turnout whichwould allow the train to proceed on the incorrect line.

[0010] A further type of turnout is illustrated by U.S. Pat. No.6,308,920 which shows a switch mechanism actuated by a DC motor. Thedistinct drawback of the apparatus shown in U.S. Pat. No. 6,308,920 isthat the lever extends outside of the housing and is connected to alinking member outside of the housing. This arrangement is subject toincreased breakage of the relatively fragile lever, decoupling of thelever and the linking member, and inadvertent actuation of the switch.Furthermore, the switch mechanism is manufactured as a separate elementfrom the track base. This arrangement is subject to weakened or damagedconnections of the switch mechanism to the slidable rails.

SUMMARY OF THE INVENTION

[0011] While all model railroad turnouts, by necessity, have some commonfeatures, the key variation among the designs discussed above is themechanism used to manipulate the switch. Many older switches used asolenoid that was noisy, used a lot of current, snapped too quickly, andtook up too much space. The motor drive mechanism of this presentinvention is smoother and quieter than a solenoid because it moves at acontrolled speed until the switch is in position. Once the switch is inthe desired position, microswitch stops the motor. Not only is a quietermechanism more pleasant to operate, but also, as with many aspects inmodel railroadry, there is a constant striving for prototypicalfeatures. The switches used on actual train tracks are quiet, andtherefore, it would be desirable to a model railroad enthusiast fortheir layout switches to similarly operate quietly.

[0012] The present switch design uses much less current thanconventional switches by using a small motor with a gear reduction thatdraws less current than a solenoid developing to equivalent force. Thisfeatures is important because the transformers required to run a layoutwith a number of switches can be much smaller with this switch design.Since this switch requires less current, there is less chance of circuitoverload which can effect operation of the train or other accessories.

[0013] The switch mechanism of this invention is also much smaller insize than one utilizing a solenoid. Solenoids must be larger and tallerto develop the required force needed operate the switch. A solenoidswitch takes up too much space on the layout, making it hard to positionthe track as closely as needed to mimic a prototypical switch yard. Thesmall motor and gear reduction of the present invention make it possibleto place the mechanism directly next to the track, thereby reducing theoverall footprint of the switch.

[0014] The motor and cam gear design of the present invention allows useof a gear reduction system to strengthen the force of the throw action.Thus, this design will enable a stronger movement than the solenoiddesign.

[0015] The motor and cam design of the present invention providespositive locking and is less likely to come out of position. Inaddition, this present design is more compact in size than thoseutilizing a spring actuator.

[0016] Another advantage of the switch of the present invention is thatthe switch can be operated in a controlled and precise manner.

[0017] The switch of the present invention has a sturdier, more compactarrangement than that shown in the prior art. Particularly, the switchmechanism is formed or molded with the track base to add increasedstability.

[0018] A further advantage of the present invention is that the leveractuating the connector to the slidable rails is positioned completelywithin a housing of the switch mechanism.

[0019] The main elements of this invention include a train track switchassembly, a switch controller, a terminal post and a connecting rod. Thetrain track switch assembly includes train track rails attached to atrack bed base that also houses the servomechanism and a wire terminalboard. The switch controller is not required to be part of the trackassembly but can connect to the track assembly wires at a terminal post.The switch controller, when activated by a lever, transmits a signal tothe switch mechanism. The motor and the mechanisms of a servomechanismmove a connecting rod in the chosen direction. The connecting rod pushesor pulls the slide rails, movable sections of the track switch, to allowthe train to either proceed on the main line or to divert to the sideline.

[0020] Switches can either be right hand switches or left hand switches,depending upon the direction that the train is to be diverted to theside line. The design of a left hand switch would be the reverse ormirror image of the right hand switch design, and vice versa.

[0021] The switch controller mechanism is connected by three wires tothe terminal board. The first wire, or input wire, is the source of ACpower from the track. The second wire, or through wire, and the thirdwire, or turnout wire, transmit signals to the switch mechanism whenactivated by the manually operated controller lever. Two LED's on top ofthe controller can indicate which line, the main line or the branchline, will be open.

[0022] The outside two rails of three rail track are electricallyground. Since the switch body is plastic, the outer rails should beconnected together by a wire or a metal strip. The two outer rails,nearest the center of the “v”, are insulated from the rest of the outerrails, because they are used to detect a train and throw the switch.This is the non-derailing feature. When a train enters the switchthrough the through or turnout section, the wheels of the train touchboth the ground rail and the insulated piece of rail, and make aconnection to cause the switch to move quickly in that direction toprevent a derailing that would occur if the switch was in the wrongposition. When the controller is activated, it is electrically the sameas when a train enters the switch, i.e., the insulated rail sectionmakes contact with ground and activates the mechanism.

[0023] There are also metal rods or wires to connect the center rails ofall three sections together. In a three rail track, the center rails areconnected to one side of the AC power supply. Toy trains have rollers topick up power from the center rail. If the center rail extends throughthe intersection in a switch, the wheels of trains passing through theswitch would contact the center rail, and would short circuit thetransformer. To prevent this problem, the center rails are made ofnon-conductive material in the region of the intersection. The centerrails are then connected together beneath the switch using a wire ormetal plate. The switch has the ability to be powered either by powerfrom the track assembly or by an external transformer.

[0024] The switch controller of the present invention rectifies the ACvoltage to provide positive or negative DC voltage for the sendingcontrol lines. Thus, when the lever is shifted, the control circuitboard in the switch controller generates DC voltage that signals theservomechanism with either a positive current or a negative current.Each sending line moves the DC motor of the switch mechanism in aparticular direction. Thus, a positive voltage moves the motor in onedirection and negative moves the motor in the opposite direction.Depending upon the voltage input, the motor turns a spur gear eitherclockwise or counter clockwise. The spur gear moves a cam gear. The camgear can have a small stud protruding from the back of the switchhousing to allow for manual operation by the operator. The cam gear hasa raised cam in a slot to move a slide lever. The cam and slot providemotion as well as positive lock at the end of travel in each direction.As the cam gear turns, upwardly arranged pegs on the cam gear actuatesthe switch arm to stop the voltage input by triggering the SPDTmicroswitch. This reverses the source of voltage to the DC motor, stopsmotion, and prepares the motor for movement in the opposite direction.

[0025] The connecting rod is attached to the movable train track sliderails and the servomechanism lever. The connecting rod can be aflattened shaft. The rod pushes or pulls the slide rail section toeither allow the train to continue down the main line or to turn outonto the side or secondary line.

BRIEF DESCRIPTION OF THE DRAWINGS

[0026]FIG. 1 is a top plan view of a left turnout switch according tothe invention.

[0027]FIG. 2 is a top plan view of a right turnout switch according tothe invention.

[0028]FIG. 3 is an enlarged top plan view of the right turnout switch ofFIG. 2.

[0029]FIG. 4 is an enlarged plan view of the switch connecting rod ofFIG. 3.

[0030]FIG. 5 is an enlarged side cross-sectional view of the leftturnout switch mechanism of FIG. 1.

[0031]FIG. 6 is an enlarged bottom plan view of the switch mechanism ofFIG. 5 removed from the base plate.

[0032]FIG. 7 is the top plan view of the right turnout switch shown inFIG. 3 with the switch mechanism removed.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

[0033]FIG. 1 and FIG. 2 present the complete switch assembly of thispresent invention. FIG. 1 is a left turnout switch 1 with curved railsections 2, 3, 4 which turn out to a left side or branch line 3 from themain train line 4. FIG. 2 is a right turnout switch assembly 5 and is amirror image of the left turnout switch assembly 2 with curved railsections 2 which turn out to the right side or branch line 6. Other thanhaving oppositely curved branch lines 6, the right and left turnoutswitches have identical features. A track bed base 7 includes a sectionof three parallel straight train track rails and a section of threeparallel curved rails branching out from the straight rails. A frog 8 islocated at the intersection of the innermost straight rail and theoutermost curved rail. A manually operated switch controller 11, theterminal board 12, switch mechanism 13, a connecting rod 14, and movableslide rails 15 are also provided in the switch assembly and aredescribed below.

[0034] Referring now to FIG. 3, operation of the switch assembly isactivated when the controller lever 16 of the switch controller 11 ismanually moved in a lateral direction. Preferably, the lever 16 can bemoved in either lateral direction. Other mechanisms can be designed toactivate the switch assembly. As the controller lever 16 is moved,either the red LED signal 18 or the green LED signal 20 will light tonotify the operator which of the two lines, the main line or side line,is open. Other indicating means can be provided. As an alternative, theswitch assembly can be designed with no indicating signals. Preferably,the red and green LED's correspond with red and green LED's located onthe switch mechanism. At the same time, a DC signal is transmitted overthe through wire 24 or the turnout wire 26 to the terminal board 12,depending upon which direction the controller lever 16 is pushed.

[0035] The switch controller 11 is connected by three wires 22, 24, 26to the terminal board 12 and can be physically connected to the terminalposts 28 on the terminal board. The first wire 26, or input wire, is thesource of AC power from the track. The second wire 22, or through wire,and the third wire 24, or turnout wire, transmit signals to the switchmechanism 13. The switch controller, when activated, rectifies the ACvoltage to provide positive or negative DC voltage for the sendingcontrol lines.

[0036] Referring to FIGS. 5 and 6, the switch mechanism 13 has anelongate housing 17 with a substantially flat top portion 19, but isopen from below. An underside base plate, which is present in thecompleted assembly, is not shown in FIGS. 1-6. Generally, the housing 17is divided into a drive compartment 25 and a protective compartment 27.

[0037] Each sending line activates movement of the DC motor 30 of theswitch mechanism 13 in a particular direction. Depending upon the input,an output shaft of the motor 30 turns a spur gear 32 either clockwise orcounter clockwise, to thusly move a cam gear 34. The cam gear 34 can beprovided with a small stud 36 protruding from the back of the gearenable manual operation of the switch by an operator. The cam gear 34causes the lever 40 to move smoothly. The cam gear and slot providemotion in addition to a positive lock at the end of travel in eachdirection. As the cam gear 34 turns, pegs 42 upwardly jutting from thegear also actuate the switch arm 44 and stops the voltage input bytriggering the SPDT micro switch 46. This reverses the source of voltageto the coil DC motor, stops motion, and prepares the motor for movementin the opposite direction.

[0038] The lever 40 is housed completely within the housing 17, andextends from the drive compartment 25 into the protective compartment27. Having the lever 40 contained completely within the housing 17, andparticularly within the protective compartment, prevents inadvertentactuation of the switch assembly and protects the lever 40 from damage.In the protective compartment 27, the lever 40 is connected to aconnector 48. The housing 17 has an opening on a side portion of theprotective compartment 27 facing the track section. The connector 48extends from its connection with the lever 40, through the opening 29 inthe side portion of the protective compartment 27, and is coupled to theconnecting rod 14. When actuated by the cam gear 34, the lever 40 movesthe connector 48 to cause a smooth movement of the connecting rod 14.The connecting rod 14 slides the movable train track slide rails 15 suchthat a train can either continue down a main line or be diverted to abranch line.

[0039]FIG. 7 illustrates a right turnout switch with the switchmechanism removed. As seen in FIG. 7, the base plate 21 is integrallyformed with one end of several track ties 31 of the track section atconnections 23. Preferably, the base plate 21 is formed from a singlepiece of material as the track section. The base plate 21 has a bottomsurface flush with a bottom surface of the track ties 31.

[0040] The above description should not be construed as limitations onthe scope of the inventions. Accordingly, the scope of the inventionshould be determined not by the embodiments but by the appended claimsand their legal equivalents.

1. A switching apparatus for a model railroad, comprising: a housinghaving a drive compartment; a motor positioned in the drive compartmentin the housing; a movable actuating element positioned entirely withinthe housing; a drive connection between the motor and the movableactuating element to move the movable actuating element between a firstposition and a second position, at least a portion of the movableactuating element being positioned in a protective compartment adjacentto said drive compartment, whereby the movable actuating element isprotected from outside forces; a track switch for directing toy trainsto a selected one of a plurality of tracks; and a connector between themovable actuating element and the track switch, whereby movement of themovable actuating element between its first and second positions causesmovement of the track switch between a first switch position in which afirst selected one of a plurality of tracks is selected and a secondswitch position in which a second selected one of a plurality of tracksis selected.
 2. The switching apparatus of claim 1, further comprising aspur gear coupled to and driven by the motor; and a cam gear engaged toand driven by the spur gear, the movable actuating element beingoperatively connected to and driven by the cam gear.
 3. The switchingapparatus of claim 1, wherein protective compartment of the housingdefines an opening on a side of the protective compartment facing thetrack switch.
 4. The switching apparatus of claim 1, wherein theplurality of tracks form a track section.
 5. The switching apparatus ofclaim 4, wherein at least a portion of the housing is molded to thetrack section.
 6. The switching apparatus of claim 4, wherein thehousing includes a base plate molded to the track section.
 7. Theswitching apparatus of claim 1, wherein the track section includes twoouter rails and a middle rail, the two outer rails being grounded andthe middle rail carrying electrical current.
 8. The switching apparatusof claim 1, wherein the movable actuating element is a lever.